128-548: The Boeing 777 , commonly referred to as the Triple Seven , is an American long-range wide-body airliner developed and manufactured by Boeing Commercial Airplanes . The 777 is the world's largest twinjet and the most-built wide-body airliner. The jetliner was designed to bridge the gap between Boeing's other wide body airplanes, the twin-engined 767 and quad-engined 747 , and to replace aging DC-10 and L-1011 trijets . Developed in consultation with eight major airlines,
256-650: A hot and high airport, to Hawaii. ETOPS certification was also a priority for United, given the overwater portion of United's Hawaii routes. In late 1991, Boeing selected its Everett factory in Washington, home of 747 and 787 production, as the 777's final assembly line (FAL). In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory. The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components. The fuselage diameter
384-418: A range of 5,240 to 8,555 nautical miles [nmi] (9,700 to 15,840 km; 6,030 to 9,840 mi). The jetliner is recognizable for its large-diameter turbofan engines, raked wingtips , six wheels on each main landing gear , fully circular fuselage cross-section, and a blade-shaped tail cone. The 777 became the first Boeing airliner to use fly-by-wire controls and to apply a carbon composite structure in
512-420: A "727-00" pattern. Aircraft were delivered for United Airlines as 727-22, for American Airlines as 727-23, and so on (not -122, -123, etc.) and these designations were retained even after the advent of the 727-200. Convertible passenger cargo version, additional freight door and strengthened floor and floor beams, three alternative fits: QC stands for Quick Change. This is similar to the convertible version with
640-547: A 2% improvement in fuel efficiency to in-production 777-300ER aircraft. General Electric improved the fan module and the high-pressure compressor stage-1 blisk in the GE-90-115 turbofan, as well as reduced clearances between the tips of the turbine blades and the shroud during cruise. These improvements, of which the latter is the most important and was derived from work to develop the 787, were stated by GE to lower fuel burn by 0.5%. Boeing's wing modifications were intended to deliver
768-522: A 7,600 nmi (14,000 km; 8,700 mi) C-market with 90,000 lbf (400 kN) engines. Long haul Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.132 via cp1112 cp1112, Varnish XID 385829364 Upstream caches: cp1112 int Error: 429, Too Many Requests at Fri, 29 Nov 2024 05:37:01 GMT Boeing 727 The Boeing 727
896-526: A 777-300ER sub-fleet with 472 seats each, more than any other international 777, to achieve a cost per available seat kilometer (CASK) around €.05, similar to Level 's 314-seat Airbus A330-200, its benchmark for low-cost, long-haul. Competing on similar French overseas departments destinations, Air Caraïbes has 389 seats on the A350-900 and 429 on the -1000. French Bee 's is even more dense with its 411 seats A350-900, due to 10-abreast economy seating, reaching
1024-513: A Boeing jetliner, later exceeded by the 787. International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries (fuselage panels), Fuji Heavy Industries, Ltd. (center wing section), Hawker de Havilland ( elevators ), and Aerospace Technologies of Australia ( rudder ). An agreement between Boeing and the Japan Aircraft Development Corporation, representing Japanese aerospace contractors, made
1152-431: A MTOW of 700,000–775,000 lb (318–352 t), entered service in 2004, the longer-range 777-200LR in 2006, and the freighter 777F (also known as the 777-200LRF) in 2009. These second-generation 777 variants have extended raked wingtips and are powered exclusively by 110,000–115,300 lbf (489–513 kN) GE90 engines. In November 2013, Boeing announced the development of the third generation 777X (variants include
1280-399: A capacity of over 400 passengers and a range of over 8,200 nmi (15,200 km; 9,400 mi), whereas the 777-8 is slated to seat approximately 350 passengers and have a range of over 9,300 nmi (17,200 km; 10,700 mi). Both models are to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips . The first member of the 777X family
1408-413: A design feature at the announcement of the upgraded 777X in 2013. Smaller folding wingtips of 11 feet (3.35 m) in length will allow 777X models to use the same airport gates and taxiways as earlier 777s. These smaller folding wingtips are less complex than those proposed for earlier 777s, and internally only affect the wiring needed for wingtip lights. The aircraft features the largest landing gear and
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#17328586213341536-488: A distance of 10,823 nautical miles (20,044 km; 12,455 mi), in 21 hours and 23 minutes. Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the baseline model. On October 16, 1997, the 777-300 made its first flight. At 242.4 ft (73.9 m) in length, the -300 became the longest airliner yet produced (until the A340-600 ), and had a 20 percent greater overall capacity than
1664-410: A few large airlines. Faced with higher fuel costs, lower passenger volumes due to the post- 9/11 economic climate, increasing restrictions on airport noise, and the extra expenses of maintaining older planes and paying flight engineers ' salaries, most major airlines phased out their 727s; they were replaced by twin-engined aircraft , which are quieter and more fuel-efficient. Modern airliners also have
1792-511: A few months, the concept was developed into the Boeing 7N7 design, which eventually became the Boeing 757 . Faw-727 This Boeing 727 was reportedly modified by Iraq in early 1988 to serve as an ELINT platform. It was used during the invasion of Kuwait and Operation Desert Shield. As of October 2024 , 9 Boeing 727s were in commercial service, operated by the following companies: In addition,
1920-443: A former American Airlines 727-100 with a dining room, a bedroom, and shower facilities known as Trump Force One before upgrading to a larger Boeing 757 in 2009; Peter Nygård acquired a 727-100 for private use in 2005. American financier Jeffrey Epstein owned a private 727 nicknamed the "Lolita Express". The Gettys bought N311AG from Revlon in 1986, and Gordon Getty acquired the aircraft in 2001. As of March 2024 ,
2048-629: A four-engine aircraft for its flights to high-altitude airports, especially its hub at Stapleton International Airport in Denver, Colorado . American Airlines, which was operating the four-engined Boeing 707 and Boeing 720 , requested a twin-engined aircraft for efficiency. Eastern Airlines wanted a third engine for its overwater flights to the Caribbean, since at that time twin-engine commercial flights were limited by regulations to routes with 60-minute maximum flying time to an airport (see ETOPS ). Eventually,
2176-469: A hush kit for $ 8.6 million (but loses the thrust reverser) (2000): fuel consumption is reduced by 10-12%, range and restricted airfield performance are improved. A single 727-212 aircraft was operated by the USAF. A proposed 169-seat version was developed in consultation with United Airlines in 1972, which initially expressed an interest in ordering 50 aircraft. Also, interest was shown from Indian Airlines for
2304-512: A hush kit) are banned from some Australian airports because they are too loud. In addition to domestic flights of medium range, the 727 was popular with international passenger airlines. The range of flights it could cover (and the additional safety added by the third engine) meant that the 727 proved efficient for short- to medium-range international flights in areas around the world. The 727 also proved popular with cargo and charter airlines. FedEx Express introduced 727s in 1978. The 727s were
2432-562: A hydraulically damped toilet seat cover hinge that closes slowly. In February 2003, Boeing introduced overhead crew rests as an option on the 777. Located above the main cabin and connected via staircases, the forward flight crew rest contains two seats and two bunks, while the aft cabin crew rest features multiple bunks. The Signature Interior has since been adapted for other Boeing wide-body and narrow-body aircraft, including 737NG , 747-400, 757-300, and newer 767 models, including all 767-400ER models. The 747-8 and 767-400ER have also adopted
2560-474: A one-class version with 180 seats. The fuselage would have been lengthened by 18 feet (5.5 m) and the undercarriage strengthened. The three engines would have been replaced by two more powerful JT8D-217 engines under the T tail. Many cockpit components would have been in common with the 737-200 and improved engine management systems would have eliminated the need for the flight engineer . United did not proceed with its order and Indian Airlines instead ordered
2688-624: A prototype, it was later sold to United Airlines, which donated it to the Museum of Flight in Seattle in 1991. The jet was restored over 25 years by the museum and was ferried from Paine Field in Everett, Washington to Boeing Field in Seattle, where it was put on permanent display at the Aviation Pavilion. The Federal Aviation Administration granted the museum a special permit for the 15-minute flight. The museum's previous 727-223, tail number N874AA,
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#17328586213342816-427: A retractable tailskid that is designed to protect the aircraft in the event of an over- rotation on takeoff. The 727's fuselage has an outer diameter of 148 inches (3.8 m). This allows six-abreast seating (three per side) and a single aisle when 18-inch (46 cm) wide coach-class seats are installed. An unusual feature of the fuselage is the 10-inch (25 cm) difference between the lower lobe forward and aft of
2944-406: A roller-bearing floor for palletised galley and seating and/or cargo to allow much faster changeover time (30 minutes). QF stands for Quiet Freighter. A cargo conversion for United Parcel Service , these were re-engined with Stage 3 -compliant Rolls-Royce Tay turbofans. A stretched version of the 727-100, the -200 is 20 feet (6.1 m) longer (153 feet 2 inches;46.69 m) than
3072-404: A series of higher gross weights and more powerful engines were introduced along with other improvements, and from line number 881, 727-200s are dubbed -200 Advanced. The aircraft gross weight eventually increased from 169,000 to 209,500 pounds (76,700 to 95,000 kg) for the latest versions. The dorsal intake of the number-two engine was also redesigned to be round in shape, rather than oval as it
3200-622: A single class. Launched in 1965, the stretched 727-200 flew in July 1967 and entered service with Northeast Airlines that December. The 20 ft (6.1 m) longer variant typically carries 134 passengers in two classes over 2,550 nmi (4,720 km; 2,930 mi), or 155 in a single class. A freighter and a "Quick Change" convertible version were also offered. The 727 was used for domestic flights and on international flights within its range. Airport noise regulations have led to hush kit installations. Its last commercial passenger flight
3328-547: A smaller flight deck crew of two pilots, while the 727 required two pilots and a flight engineer. Delta Air Lines , the last major U.S. carrier to do so, retired its last 727 from scheduled service in April 2003. Northwest Airlines retired its last 727 from charter service in June 2003. Many airlines replaced their 727s with either the 737-800 or the Airbus A320 ; both are close in size to
3456-432: A system that guides pilot inputs within a computer-calculated framework of operating parameters, acting to prevent stalls , overspeeds, and excessively stressful maneuvers. This system can be overridden by the pilot if deemed necessary. The fly-by-wire system is supplemented by mechanical backup. The airframe incorporates the use of composite materials , accounting for nine percent of the original structural weight, while
3584-662: A tri-class layout for the 300X, with design freeze planned in May 1998, 200X certification in August 2000, and introduction in September and in January 2001 for the 300X. The 4.5 ft (1.37 m) wider wing was to be strengthened and the fuel capacity enlarged, and it was to be powered by simple derivatives with similar fans. GE was proposing a 102,000 lbf (454 kN) GE90-102B, while P&W offered its 98,000 lbf (436 kN) PW4098 and R-R
3712-464: A windowless cabin. Fifteen of these aircraft were built, all for Federal Express. This was the last production variant of the 727 to be developed by Boeing; the last 727 aircraft completed by Boeing was a 727-200F Advanced. Certificated by Valsan Partners in December 1988 and marketed by Goodrich from 1997, the side engines are replaced by more efficient, quieter JT8D-217C/219, and the center engine gains
3840-581: A €.04 CASK according to Air France, and lower again with its 480 seats on the -1000. The initial 777 models (consisting of the 777-200, 777-200ER, 777-300) were launched with propulsion options from three manufacturers, GE Aviation , Pratt & Whitney, and Rolls-Royce . giving the airlines their choice of engines from competing firms. Each manufacturer agreed to develop an engine in the 77,200–98,000 lbf (343–436 kN) of thrust class, with GE going for an all-new powerplant design while P&W and RR developing derivatives of existing engines, resulting in
3968-542: Is an American narrow-body airliner that was developed and produced by Boeing Commercial Airplanes . After the heavier 707 quad-jet was introduced in 1958, Boeing addressed the demand for shorter flight lengths from smaller airports. On December 5, 1960, the 727 was launched with 40 orders each from United Airlines and Eastern Air Lines . The first 727-100 rolled out on November 27, 1962, first flew on February 9, 1963, and entered service with Eastern on February 1, 1964. The only trijet aircraft to be produced by Boeing,
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4096-463: The Guinness World Records . The production freighter model, the 777F (also known as the 777-200LRF), rolled out on May 23, 2008. The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR along with fuel tanks derived from the -300ER, occurred on July 14, 2008. FAA and EASA type certification for the freighter was received on February 6, 2009, and
4224-590: The General Electric GE90 , Pratt & Whitney PW4000 , and Rolls-Royce Trent 800 engines. The Trent 800 is the lightest of the three powerplants as it weighs 13,400 lb (6.078 t) dry, while the GE90 is 17,400 lb (7.89 t), and the PW4000 is 16,260 lb (7.38 t). For Boeing's second-generation 777 variants (777-300ER, 777-200LR, and 777F) greater thrust was needed to meet the aircraft requirements, and GE
4352-500: The Pratt & Whitney PW4084 -engined aircraft on May 30, 1995, making it the first airliner to carry an ETOPS-180 rating at its entry into service. The first commercial flight took place on June 7, 1995, from London Heathrow Airport to Dulles International Airport near Washington, D.C. Longer ETOPS clearance of 207 minutes was approved in October 1996. On November 12, 1995, Boeing delivered
4480-657: The Rolls-Royce RB163 Spey used by the Trident. Boeing and de Havilland each sent engineers to the other company's locations to evaluate each other's designs, but Boeing eventually decided against the joint venture. De Havilland had wanted Boeing to license-build the D.H.121, while Boeing felt that the aircraft needed to be designed for the American market, with six-abreast seating and the ability to use runways as short as 4,500 feet (1,400 m). In 1960, Pratt & Whitney
4608-711: The number two engine location were prohibitive. Current regulations require that a 727, or any other Stage 2 noise jetliner in commercial service must be retrofitted with a hush kit to reduce engine noise to Stage 3 levels to continue to fly in U.S. airspace. These regulations have been in effect since December 31, 1999. One such hush kit is offered by FedEx , and has been purchased by over 60 customers. Aftermarket winglet kits, originally developed by Valsan Partners and later marketed by Quiet Wing Corp. have been installed on many 727s to reduce noise at lower speeds, as well as to reduce fuel consumption. In addition, Raisbeck Engineering developed packages to enable 727s to meet
4736-521: The tailplanes . The original 777 with a maximum takeoff weight (MTOW) of 545,000–660,000 lb (247–299 t) was produced in two fuselage lengths: the initial 777-200 was followed by the extended-range -200ER in 1997; and the 33.25 ft (10.13 m) longer 777-300 in 1998. These have since been known as 777 Classics and were powered by 77,200–98,000 lbf (343–436 kN) General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 engines. The extended-range 777-300ER, with
4864-406: The -100 (133 feet 2 inches;40.59 m). A 10-ft (3-m) fuselage section ("plug") was added in front of the wings and another 10-ft fuselage section was added behind them. The wing span and height remain the same on both the -100 and -200 (108 and 34 feet (33 and 10 m), respectively). The original 727-200 had the same maximum gross weight as the 727-100; however, as the aircraft evolved,
4992-414: The -200 while having similar operating costs, leading to a higher cost per seat. By the late 1990s, design plans shifted to longer-range versions of existing models. In March 1997, the Boeing board approved the 777-200X/300X specifications: 298 passengers in three classes over 8,600 nmi (15,900 km; 9,900 mi) for the 200X and 6,600 nmi (12,200 km; 7,600 mi) with 355 passengers in
5120-463: The -300's added capacity with the -200ER's range, became the top-selling 777 variant in the late 2000s, benefitting as airlines replaced comparable four-engine models with twinjets for their lower operating costs. The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005. The -200LR was certified by both the FAA and EASA on February 2, 2006, and
5248-399: The -300ER: $ 375.5 million and the 777F $ 352.3 million. The -200ER is the only Classic variant listed. In November 2013, with orders and commitments totaling 259 aircraft from Lufthansa , Emirates, Qatar Airways , and Etihad Airways , Boeing formally launched the 777X program, the third generation of the 777, with two models: the 777-8 and 777-9. The 777-9 is a further stretched variant with
Boeing 777 - Misplaced Pages Continue
5376-445: The 40-degree flap setting could result in a higher-than-desired sink rate or a stall on final approach. These carriers' Pilots' Operation Handbooks disallowed using more than 30° of flaps on the 727, even going so far as installing plates on the flap lever slot to prevent selection of more than 30° of flaps. The 727 is one of the noisiest commercial jetliners, categorized as Stage 2 by the U.S. Noise Control Act of 1972, which mandated
5504-460: The 727 has seen sporadic government use, having flown for the Belgian , Yugoslav , Mexican , New Zealand , and Panama air forces, along with a small group of government agencies that have used it. A number of 727s have been outfitted for use as private aircraft, especially since the early 1990s, when major airlines began to eliminate older 727-100 models from their fleet. Donald Trump traveled in
5632-469: The 727 is powered by three Pratt & Whitney JT8D low-bypass turbofans below a T-tail , one on each side of the rear fuselage and a center one fed through an S-duct below the tail. It shares its six-abreast upper fuselage cross-section and cockpit with the 707 that was also later used on the 737 . The 133-foot-long (41 m) 727-100 typically carries 106 passengers in two classes over 2,250 nautical miles [nmi] (4,170 km; 2,590 mi), or 129 in
5760-483: The 727-200 Advanced, a total of 935 were delivered, after which it had to give way to a new generation of aircraft. A freighter version of the 727-200 Advanced became available in 1981, designated the Series 200F Advanced. Powered by Pratt & Whitney JT8D -17A engines, it featured a strengthened fuselage structure, an 11 ft 2 in (3.40 m) by 7 ft 2 in (2.18 m) forward main deck freight door, and
5888-411: The 727-200 was introduced in 1970. It featured powerful engines, fuel capacity and MTOW (185,800–210,000 lb or 84.3–95.3 t) increased the range from 1,930 to 2,550 nmi (3,570 to 4,720 km; 2,220 to 2,930 mi) or by 32%. After the first delivery in mid-1972, Boeing eventually raised production to more than a hundred per year to meet demand by the late 1970s. Of the passenger model of
6016-435: The 727-200. As of July 2013 , a total of 109 Boeing 727s were in commercial service with 34 airlines; three years later, the total had fallen to 64 airframes in service with 26 airlines. On March 2, 2016, the first 727 produced (N7001U), which first flew on February 9, 1963, made a flight to a museum after extensive restoration. The 727-100 had carried about three million passengers during its years of service. Originally
6144-567: The 747-400. The aircraft has triple redundant hydraulic systems with only one system required for landing. A ram air turbine —a small retractable device which can provide emergency power—is also fitted in the wing root fairing . The original 777 interior, also known as the Boeing Signature Interior, features curved panels, larger overhead bins , and indirect lighting. Seating options range from four to six–abreast in first class up to ten–abreast in economy . The 777's windows were
6272-471: The 767 on long-distance overseas routes that did not require the capacity of larger airliners. The trijet "777" was later dropped, following marketing studies that favored the 757 and 767 variants. Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400 . By the late 1980s, DC-10 and L-1011 models were expected to be retired in the next decade, prompting manufacturers to develop replacement designs. McDonnell Douglas
6400-406: The 777 aircraft on a computer system to check for interference and verify that the thousands of parts fit properly before the actual assembly process—thus reducing costly rework. Boeing developed its high-performance visualization system, FlyThru, later called IVT (Integrated Visualization Tool) to support large-scale collaborative engineering design reviews, production illustrations, and other uses of
6528-522: The 777 feature a supercritical airfoil design that is swept back at 31.6 degrees and optimized for cruising at Mach 0.83 (revised after flight tests up to Mach 0.84). The wings are designed with increased thickness and a longer span than previous airliners, resulting in greater payload and range, improved takeoff performance, and a higher cruising altitude . The wings also serve as fuel storage, with longer-range models able to carry up to 47,890 US gallons (181,300 L) of fuel. This capacity allows
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#17328586213346656-445: The 777 program was launched in October 1990, with an order from United Airlines . The prototype aircraft rolled out in April 1994, and first flew in June of that year. The 777 entered service with the launch operator United Airlines in June 1995. Longer-range variants were launched in 2000, and first delivered in 2004. The 777 can accommodate a ten–abreast seating layout and has a typical 3-class capacity of 301 to 368 passengers, with
6784-551: The 777 program, assuming Boeing has fully recouped the plane's development costs, may account for $ 400 million of the company's pretax earnings in 2000, $ 50 million more than the 747. By 2004, the airliner accounted for the bulk of wide-body revenues for Boeing Commercial Airplanes. In 2007, orders for second-generation 777 models approached 350 aircraft, and in November of that year, Boeing announced that all production slots were sold out to 2012. The program backlog of 356 orders
6912-506: The 777-200ER first flew on October 7, 1996, received FAA and JAA certification on January 17, 1997, and entered service with British Airways on February 9, 1997. Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s. On April 2, 1997, a Malaysia Airlines -200ER named "Super Ranger" broke the great circle "distance without landing" record for an airliner by flying eastward from Boeing Field , Seattle to Kuala Lumpur ,
7040-490: The 777-200LR to operate ultra-long-distance, trans-polar routes such as Toronto to Hong Kong . In 2013, a new wing made of composite materials was introduced for the upgraded 777X, with a wider span and design features based on the 787's wings. Folding wingtips, 21 feet (6.40 m) long, were offered when the 777 was first launched, to appeal to airlines who might use gates made to accommodate smaller aircraft, but no airline purchased this option. Folding wingtips reemerged as
7168-405: The 777-8, 777-9, and 777-8F), featuring composite wings with folding wingtips and General Electric GE9X engines, and slated for first deliveries in 2026. As of 2018, Emirates was the largest operator with a fleet of 163 aircraft. As of October 2024, more than 60 customers have placed orders for 2,302 Triple Sevens across all variants, of which 1,738 have been delivered. This makes the 777
7296-423: The 777X to the market, Boeing continued to develop improvement packages which improve fuel efficiency, as well as lower prices for the existing product. In January 2015, United Airlines ordered ten 777-300ERs, normally costing around $ 150 million each but paid around $ 130 million, a discount to bridge the production gap to the 777X. In 2019, the -200ER unit cost was $ 306.6 million, the -200LR: $ 346.9 million,
7424-404: The 787 Dreamliner (Y2). More changes were targeted for late 2012, including possible extension of the wingspan , along with other major changes, including a composite wing, a new generation engine, and different fuselage lengths. Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for the new 777 generation. Among customers for
7552-468: The 787. In designing the 777 as its first fly-by-wire commercial aircraft, Boeing decided to retain conventional control yokes rather than change to sidestick controllers as used in many fly-by-wire fighter aircraft and in many Airbus airliners. Along with traditional yoke and rudder controls, the cockpit features a simplified layout that retains similarities to previous Boeing models. The fly-by-wire system also incorporates flight envelope protection ,
7680-559: The Airbus A330 and McDonnell Douglas MD-11. The development phase of the 777 coincided with United Airlines's replacement program for its aging DC-10s. On October 14, 1990, United became the launch customer with an order for 34 Pratt & Whitney -powered 777s valued at US$ 11 billion (~$ 22.7 billion in 2023) and options for 34 more. The airline required that the new aircraft be capable of flying three different routes: Chicago to Hawaii, Chicago to Europe, and non-stop from Denver ,
7808-760: The B-market would cover routes from Europe to the US West coast and the C-market the longest transpacific routes. The A-market would be covered by a 4,200 nmi (7,800 km; 4,800 mi) range, 516,000 lb (234 t) MTOW aircraft for 353 to 374 passengers powered by 71,000 lbf (316 kN) engines, followed by a 6,600 nmi (12,200 km; 7,600 mi) B-market range for 286 passengers in three-class, with 82,000 lbf (365 kN) unit thrust and 580,000 lb (263 t) of MTOW, an A340 competitor, basis of an A-market 409 to 434 passengers stretch, and eventually
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#17328586213347936-565: The Boeing 707 and Douglas DC-8 , as well as aging propeller airliners such as the DC-4 , DC-6 , DC-7 , and the Lockheed Constellations on short- and medium-haul routes. For over a decade, more 727s were built per year than any other jet airliner; in 1984, production ended with 1,832 built and 1,831 delivered, the highest total for any jet airliner until the 737 surpassed it in the early 1990s. The airliner's middle engine (engine 2) at
8064-464: The CAD data outside of engineering. Boeing was initially not convinced of CATIA's abilities and built a physical mock-up of the nose section to verify its results. The test was so successful that additional mock-ups were canceled. The 777 was completed with such precision that it was the first Boeing jetliner that did not require the details to be worked out on an expensive physical aircraft mock-up. This helped
8192-489: The COVID-19 pandemic on aviation , demand for new jets fell in 2020 and Boeing further reduced monthly 777 production from five to two aircraft. From the program's start, Boeing had considered building ultra-long-range variants. Early plans centered on a 777-100X proposal, a shortened variant of the -200 with reduced weight and increased range, similar to the 747SP . However, the -100X would have carried fewer passengers than
8320-457: The DC-10 and L-1011. The mid-size 757 and 767 launched to market success, due in part to 1980s' extended-range twin-engine operational performance standards ( ETOPS ) regulations governing transoceanic twinjet operations. These regulations allowed twin-engine airliners to make ocean crossings at up to three hours' distance from emergency diversionary airports . Under ETOPS rules, airlines began operating
8448-517: The GE90-115B have a length of 4 feet (1.2 meters) and a mass of less than 50 pounds (23 kilograms). Boeing uses two characteristics – fuselage length and range – to define its 777 models. Passengers and cargo capacity varies by fuselage length: the 777-300 has a stretched fuselage compared to the base 777-200. Three range categories were defined: the A-market would cover domestic and regional operations,
8576-641: The JT8D, as it was about 1,000 lb (450 kg) heavier than the RB163, though slightly more powerful; the RB163 was also further along in development than the JT8D. Boeing reluctantly agreed to offer the JT8D as an option on the 727, and it later became the sole powerplant. With high-lift devices on its wing, the 727 could use shorter runways than most earlier jets (e.g. the 4800-ft runway at Key West International Airport ). Later 727 models were stretched to carry more passengers and replaced earlier jet airliners such as
8704-508: The Stage 3 noise requirements. These packages managed to get light- and medium-weight 727s to meet Stage 3 with simple changes to the flap and slat schedules. For heavier-weight 727s, exhaust mixers must be added to meet Stage 3. American Airlines ordered and took delivery of 52 Raisbeck 727 Stage 3 systems. Other customers included TWA, Pan Am, Air Algérie, TAME, and many smaller airlines. Since September 1, 2010, 727 jetliners (including those with
8832-548: The aft stair could be opened in flight, the Central Intelligence Agency used them to drop agents and supplies behind enemy lines in Vietnam . In early 1988, The Iraqi Air Force modified a Boeing 727 by fitting it with Thomson-CSF TMV-018 Syrel pods for ESM and Raphael-TH pods with side looking radar . Known as 'Faw-727', it was reportedly used as an ELINT platform in the invasion of Kuwait in 1990 (during which it
8960-421: The aircraft during this period, China Airlines ordered ten 777-300ER aircraft to replace 747-400s on long-haul transpacific routes (with the first of those aircraft entering service in 2015), noting that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices). In tandem with the development of the third generation Boeing 777X, Boeing worked with General Electric to offer
9088-443: The aircraft was on track to become the most-delivered wide-body airliner by mid-2016. By February 2015, the backlog of undelivered 777s totaled 278 aircraft, equivalent to nearly three years at the then production rate of 8.3 aircraft per month, causing Boeing to ponder the 2018–2020 time frame. In January 2016, Boeing confirmed plans to reduce the production rate of the 777 family from 8.3 per month to 7 per month in 2017 to help close
9216-447: The airstair could not be lowered in flight. The design included an auxiliary power unit (APU), which allowed electrical and air-conditioning systems to run independently of a ground-based power supply, and without having to start one of the main engines. An unusual design feature is that the APU is mounted in a hole in the keel beam web, in the main landing gear bay. The 727 is equipped with
9344-516: The backbone of its fleet until the 2000s; FedEx began replacing them with Boeing 757s in 2007. Many cargo airlines worldwide employ the 727 as a workhorse, since, as it is being phased out of U.S. domestic service because of noise regulations, it becomes available to overseas users in areas where such noise regulations have not yet been instituted. Charter airlines Sun Country , Champion Air , and Ryan International Airlines all started with 727 aircraft. The 727 had some military uses as well. Since
9472-652: The best-selling wide-body airliner, while its best-selling variant is the 777-300ER with 831 delivered. The airliner initially competed with the Airbus A340 and McDonnell Douglas MD-11 ; since 2015 it has mainly competed with the Airbus A350 . First-generation 777-200 variants are to be supplanted by Boeing's 787 Dreamliner . As of May 2024, the 777 has been involved in 31 aviation accidents and incidents , including five hull loss accidents out of eight total hull losses with 542 fatalities including 3 ground casualties. In
9600-430: The biggest tires ever used in a commercial jetliner. The six-wheel bogies are designed to spread the load of the aircraft over a wide area without requiring an additional centerline gear. This helps reduce weight and simplifies the aircraft's braking and hydraulic systems. Each tire of a 777-300ER six-wheel main landing gear can carry a load of 59,490 lb (26,980 kg), which is heavier than other wide-bodies such as
9728-622: The completed first stage a.k.a. the Yellowstone-2 (Y2) of a replacement aircraft initiative called the Boeing Yellowstone Project , which would replace large variants of the 767 (300/300ER/400) but also small variants of the 777 (-200/200ER/200LR). While the larger variants of the 777 (-300/300ER) as well as the 747 could eventually be replaced by a new generation aircraft, the Yellowstone-3 (Y3), which would draw upon technologies from
9856-505: The consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales. By 1998, the 777 fleet had approached 900,000 flight hours. Boeing states that the 777 fleet has a dispatch reliability (rate of departure from the gate with no more than 15 minutes delay due to technical issues) above 99 percent. After the baseline model, the 777-200, Boeing developed an increased gross weight variant with greater range and payload capability. Initially named 777-200IGW,
9984-472: The design process became known within Boeing as the "Working Together" group. At the group's first meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in the design. By March 1990, the group had decided upon a baseline configuration: a cabin cross-section close to the 747's, capacity up to 325 passengers, flexible interiors, a glass cockpit, fly-by-wire controls, and 10 percent better seat-mile costs than
10112-441: The design program to limit costs to a reported $ 5 billion. Major assembly of the first aircraft began on January 4, 1993. On April 9, 1994, the first 777, number WA001, was rolled out in a series of 15 ceremonies held during the day to accommodate the 100,000 invited guests. The first flight took place on June 12, 1994, under the command of chief test pilot John E. Cashman. This marked the start of an 11-month flight test program that
10240-547: The early 1970s, the Boeing 747 , McDonnell Douglas DC-10 , and the Lockheed L-1011 TriStar became the first generation of wide-body passenger airliners to enter service. In 1978, Boeing unveiled three new models: the twin-engine or twinjet Boeing 7N7 (later named Boeing 757 ) to replace its 727 , the twinjet Boeing 7X7 (later named 767 to challenge the Airbus A300 , and a trijet "777" concept to compete with
10368-527: The existing 767, along with winglets . Later plans expanded the fuselage cross-section but retained the existing 767 flight deck , nose, and other elements. However, airline customers were uninterested in the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short- to intercontinental-range capability, and an operating cost lower than that of any 767 stretch. Airline planners' requirements for larger aircraft had become increasingly specific, adding to
10496-401: The first delivery to Pakistan International Airlines occurred on February 26, 2006. On November 10, 2005, the first -200LR set a record for the longest non-stop flight of a passenger airliner by flying 11,664 nautical miles (21,602 km; 13,423 mi) eastward from Hong Kong to London. Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged in
10624-408: The first delivery to launch customer Air France took place on February 19, 2009. By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 series, both airliners that offer fuel efficiency improvements. As a consequence, the 777-300ER received engine and aerodynamics improvement packages for reduced drag and weight. In 2010,
10752-436: The first model with General Electric GE90 -77B engines to British Airways, which entered service five days later. Initial service was affected by gearbox bearing wear issues, which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997, returning to full service later that year. General Electric subsequently announced engine upgrades. The first Rolls-Royce Trent 877 -powered aircraft
10880-428: The first use of a fiber optic avionics network on a commercial airliner. Boeing made use of work done on the cancelled Boeing 7J7 regional jet, which utilized similar versions of the chosen technologies. In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays. In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from
11008-429: The fuselage crown with tie rods and composite integration panels, similar to those used on the 787. The new flight control software would eliminate the need for the tail skid by keeping the tail off the runway surface regardless of the extent to which pilots command the elevators. Boeing was also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing. The outboard raked wingtip
11136-462: The gradual introduction of quieter Stage 3 aircraft. The 727's JT8D jet engines use older low-bypass turbofan technology, whereas Stage 3 aircraft use the more efficient and quieter high-bypass turbofan design. When the Stage 3 requirement was being proposed, Boeing engineers analyzed the possibility of incorporating quieter engines on the 727. They determined that the JT8D-200 engine could be used on
11264-457: The heightened competition among aircraft manufacturers. By 1988, Boeing realized that the only answer was a clean-sheet design, which became the twinjet 777. The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits. On December 8, 1989, Boeing began issuing offers to airlines for the 777. Alan Mulally served as the Boeing 777 program's director of engineering, and then
11392-508: The initial -100 (originally only two figures as in -30), which was launched in 1960 and entered service in February 1964, and the -200 series, which was launched in 1965 and entered service in December 1967. The first 727-100 (N7001U) flew on February 9, 1963. FAA type approval was awarded on December 24 of that year, with initial delivery to United Airlines on October 29, 1963, to allow pilot training to commence. The first 727 passenger service
11520-451: The inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted, Fowler flaps ) could be used on the entire wing. Together, these high-lift devices produced a maximum wing lift coefficient of 3.0 (based on the flap-retracted wing area). The 727 was stable at very low speeds compared to other early jets, but some domestic carriers learned after review of various accidents that
11648-405: The larger Airbus A300 , so the project was cancelled in 1976. A concept with a 155-foot (47 m) fuselage and two high-bypass turbofan engines under the wings (but retaining the T tail) was proposed in 1977. More compact systems, a redesign of the internal space, and removing the need for the flight engineer would have increased the capacity to 189 seats in a two-class configuration. After only
11776-687: The larger, more rounded windows of the original 777. In July 2011, Flight International reported that Boeing was considering replacing the Signature Interior on the 777 with a new interior similar to that on the 787, as part of a move towards a "common cabin experience" across all Boeing platforms. With the launch of the 777X in 2013, Boeing confirmed that the aircraft would be receiving a new interior featuring 787 cabin elements and larger windows. Further details released in 2014 included re-sculpted cabin sidewalls for greater interior room, noise-damping technology, and higher cabin humidity. Air France has
11904-540: The largest of any current commercial airliner until the 787, and measure 15 by 10 inches (380 by 250 mm) for all models outside the 777-8 and -9. The cabin also features "Flexibility Zones", which entails deliberate placement of water, electrical, pneumatic , and other connection points throughout the interior space, allowing airlines to move seats, galleys , and lavatories quickly and more easily when adjusting cabin arrangements. Several aircraft have also been fitted with VIP interiors for non-airline use. Boeing designed
12032-462: The latter risk-sharing partners for 20 percent of the entire development program. To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$ 1.5 billion (~$ 2.86 billion in 2023) to provide space for two new assembly lines. New production methods were developed, including a turn machine that could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections. By
12160-511: The production facility in March 2012. By the mid-2010s, the 777 had become prevalent on the longest flights internationally and had become the most widely used airliner for transpacific routes, with variants of the type operating over half of all scheduled flights and with the majority of transpacific carriers. By April 2014, with cumulative sales surpassing those of the 747, the 777 became the best-selling wide-body airliner; at existing production rates,
12288-401: The production gap between the 777 and 777X due to a lack of new orders. In August 2017, Boeing was scheduled to drop 777 production again to five per month. In 2018, assembling test 777-9 aircraft was expected to lower output to an effective rate of 5.5 per month. In March 2018, as previously predicted, the 777 overtook the 747 as the world's most produced wide body aircraft. Due to the impact of
12416-492: The rear of the HP compressor and adding an additional stage to the LP compressor, which more than compensated for the reduction in HP compressor pressure ratio, resulting in a net increase in core mass flow. The higher-thrust GE90 variants are the first production engines to feature swept rotor blades. The nacelle has a maximum diameter of 166 in (4,200 mm). Each of the 22 fan blades on
12544-441: The remainder. Boeing stated that every 1% improvement in the 777-300ER's fuel burn translates into being able to fly the aircraft another 75 nmi (139 km; 86 mi) on the same load of fuel, or add ten passengers or 2,400 lb (1,100 kg) of cargo to a "load limited" flight. In March 2015, additional details of the "improvement package" were unveiled. The 777-300ER was to shed 1,800 lb (820 kg) by replacing
12672-516: The risk of foreign object damage . A military version, the Boeing C-22, was operated as a medium-range transport aircraft by the Air National Guard and National Guard Bureau to airlift personnel. A total of three C-22Bs were in use, all assigned to the 201st Airlift Squadron , District of Columbia Air National Guard . At the start of the 21st century, the 727 remained in service with
12800-645: The standard length model. The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998, and entered service with launch customer Cathay Pacific on May 27, 1998. The first generation of Boeing 777 models, the -200, -200ER, and -300 have since been known collectively as Boeing 777 Classics . These three early 777 variants had three engine options ranging from 77,200 to 98,000 lbf (343 to 436 kN): General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 . The production process included substantial international content, an unprecedented level of global subcontracting for
12928-405: The start of production in 1993, the program had amassed 118 firm orders, with options for 95 more from 10 airlines. Total investment in the program was estimated at over $ 4 billion from Boeing, with an additional $ 2 billion from suppliers. Initially second to the 747 as Boeing's most profitable jetliner, the 777 became the company's most lucrative model in the 2000s. An analyst established
13056-431: The third-generation models, the 777-8 and 777-9, feature more composite parts. Composite components include the cabin floor and rudder, with the 777 being the first Boeing airliner to use composite materials for both the horizontal and vertical stabilizers ( empennage ). The main fuselage cross-section is fully circular, and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit . The wings on
13184-482: The three airlines agreed on a trijet design for the new aircraft. In 1959, Lord Douglas , chairman of British European Airways (BEA), suggested that Boeing and de Havilland Aircraft Company (later Hawker Siddeley ) work together on their trijet designs, the 727 and D.H.121 Trident , respectively. The two designs had a similar layout, the 727 being slightly larger. At that time Boeing intended to use three Allison AR963 turbofan engines, license-built versions of
13312-632: The thrust class of 100,000 lbf (440 kN) was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine, while Rolls-Royce proposed developing the Trent 8104 engine. In 1999, Boeing announced an agreement with General Electric, beating out rival proposals. Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions. On February 29, 2000, Boeing launched its next-generation twinjet program, initially called 777-X, and began issuing offers to airlines. Development
13440-454: The two side-mounted pylons. The JT8D-200 engines are much quieter than the original JT8D-1 through -17 variant engines that power the 727, as well as more fuel efficient due to the higher bypass ratio, but the structural changes to fit the larger-diameter engine (49.2 inches (125 cm) fan diameter in the JT8D-200 compared to 39.9 inches (101 cm) in the JT8D-1 through -17) into the fuselage at
13568-415: The variant further received a 5,000 lb (2,300 kg) maximum zero-fuel weight increase, equivalent to a higher payload of 20–25 passengers; its GE90-115B1 engines received a 1–2.5 percent thrust enhancement for increased takeoff weights at higher-altitude airports. Through these improvements, the 777 remains the largest twin-engine jetliner in the world. In 2011, the 787 Dreamliner entered service,
13696-471: The very rear of the fuselage gets air from an inlet ahead of the vertical fin through an S-shaped duct . This S-duct proved to be troublesome in that flow distortion in the duct induced a surge in the centerline engine on the take-off of the first flight of the 727-100. This was fixed by the addition of several large vortex generators in the inside of the first bend of the duct. The 727 was designed for smaller airports, so independence from ground facilities
13824-402: The wing as the higher fuselage height of the center section was simply retained towards the rear. Nosewheel brakes were available as an option to reduce braking distance on landing, which provided reduction in braking distances of up to 150 m (490 ft). The 727 proved to be such a reliable and versatile airliner that it came to form the core of many startup airlines' fleets. The 727
13952-514: Was an important requirement. This led to one of the 727's most distinctive features: the built-in airstair that opens from the rear underbelly of the fuselage, which initially could be opened in flight. Hijacker D. B. Cooper used this hatch when he parachuted from the back of a 727, as it was flying over the Pacific Northwest . Boeing subsequently modified the design with the Cooper vane so that
14080-583: Was briefly locked on by a Kuwaiti Mirage F1 on August 2) and the subsequent Iraqi monitoring of Coalition forces during Desert Shield . The 727 has proven to be popular where the airline serves airports with gravel, or otherwise lightly improved, runways. The Canadian airline First Air , for example, previously used a 727-100C to serve the communities of Resolute Bay and Arctic Bay in Nunavut, whose Resolute Bay Airport and former Nanisivik Airport both have gravel runways. The high-mounted engines greatly reduce
14208-422: Was delivered to Thai Airways International on March 31, 1996, completing the introduction of the three powerplants initially developed for the airliner. Each engine-aircraft combination had secured ETOPS-180 certification from its entry into service. By June 1997, orders for the 777 numbered 323 from 25 airlines, including launch customers that had ordered additional aircraft. Operations performance data established
14336-695: Was donated to the National Airline History Museum in Kansas City and was planned to be flown to its new home once FAA ferry approval was granted. After a series of financial problems with the restoration, N874AA was seized by Boeing Field for nonpayment of storage fees in 2021 and subsequently broken up and scrapped. Iran Aseman Airlines , the last passenger airline operator, made the worldwide last scheduled 727 passenger flight on January 13, 2019 between Zahedan and Tehran . Data from: Boeing Aircraft since 1916 The two series of 727 are
14464-427: Was flown by Eastern Air Lines on February 1, 1964, between Miami, Washington, DC, and Philadelphia. A total of 571 Boeing 727-00/100 series aircraft were delivered (407 -100s, 53 -100Cs, and 111 -100QCs), the last in October 1972. One 727-100 was retained by Boeing, bringing total production to 572. The -100 designation was assigned retroactively to distinguish the original short-body version. Actual aircraft followed
14592-474: Was in January 2019. It was succeeded by the 757 and larger variants of the 737. There have been 353 incidents involving the Boeing 727. Production ended in September 1984 with 1,832 having been built. The Boeing 727 design was a compromise among United Airlines , American Airlines , and Eastern Air Lines ; each of the three had developed requirements for a jet airliner to serve smaller cities with shorter runways and fewer passengers. United Airlines requested
14720-518: Was increased to suit Cathay Pacific, the baseline model grew longer for All Nippon Airways, and British Airways' input led to added built-in testing and interior flexibility, along with higher operating weight options. The 777 was the first commercial aircraft to be developed using an entirely computer-aided design (CAD) process. Each design drawing was created on a three-dimensional CAD software system known as CATIA , sourced from Dassault Systemes and IBM . This allowed engineers to virtually assemble
14848-471: Was looking for a customer for its new JT8D turbofan design study, based on its J52 (JT8A) turbojet, while United and Eastern were interested in a Pratt & Whitney alternative to the RB163 Spey. Once Pratt & Whitney agreed to go ahead with development of the JT8D, Eddie Rickenbacker , chairman of the board of Eastern, told Boeing that the airline preferred the JT8D for its 727s. Boeing had not offered
14976-550: Was more extensive than testing for any previous Boeing model. Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California to frigid conditions in Alaska, mainly Fairbanks International Airport . To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed. The first aircraft built
15104-405: Was on the -100 series. The first 727-200 flew on July 27, 1967, and received FAA certification on November 30, 1967. The first delivery was made on December 14, 1967, to Northeast Airlines . A total of 310 727-200s were delivered before the -200 was replaced on the production line by the 727-200 Advanced in 1972. A convertible passenger cargo version; only one was built. The Advanced version of
15232-495: Was projected to enter service in 2020 at the time of the program announcement. The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019. The 777-9 first flew on January 25, 2020, with deliveries initially forecast for 2022 or 2023 and later delayed to 2025. Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls, fully software-configurable avionics , Honeywell LCD glass cockpit flight displays, and
15360-545: Was promoted in September 1992 to lead it as vice-president and general manager. The design phase of the all-new twinjet was different from Boeing's previous jetliners, in which eight major airlines ( All Nippon Airways , American Airlines , British Airways , Cathay Pacific , Delta Air Lines , Japan Airlines , Qantas , and United Airlines ) played a role in the development. This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input. The eight airlines that contributed to
15488-491: Was proposing a 98,000 lbf (437 kN) Trent 8100. Rolls-Royce was also studying a Trent 8102 over 100,000 lbf (445 kN). Boeing was also studying a semi-levered, articulated main gear to help the take-off rotation of the proposed -300X, with its higher 715,600 lb (324,600 kg) MTOW . By January 1999, its MTOW grew to 750,700 lb (340,500 kg), and thrust requirements increased to 110,000–114,000 lbf (490–510 kN). A more powerful engine in
15616-485: Was selected as the exclusive engine manufacturer. The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from that of the earlier GE90 versions. GE incorporated an advanced larger diameter fan made from composite materials which enhanced thrust at low flight speeds. However, GE also needed to increase core power to improve net thrust at high flight speeds. Consequently, GE elected to increase core capacity, which they achieved by removing one stage from
15744-525: Was slowed by an industry downturn during the early 2000s. The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France , along with additional commitments. On February 24, 2003, the -300ER made its first flight, and the FAA and EASA ( European Aviation Safety Agency , successor to the JAA) certified the model on March 16, 2004. The first delivery to Air France took place on April 29, 2004. The -300ER, which combined
15872-442: Was successful with airlines worldwide partly because it could use smaller runways while still flying medium-range routes. This allowed airlines to carry passengers from cities with large populations, but smaller airports to worldwide tourist destinations. One of the features that gave the 727 its ability to land on shorter runways was its clean wing design. With no wing-mounted engines, leading-edge devices (Krueger, or hinged, flaps on
16000-465: Was to have a divergent trailing edge, described as a "poor man's airfoil" by Boeing; this was originally developed for the McDonnell Douglas MD-12 project. Another change involved elevator trim bias. These changes were to increase fuel efficiency and allow airlines to add 14 additional seats to the airplane, increasing per seat fuel efficiency by 5%. Mindful of the long time required to bring
16128-562: Was used by Boeing's nondestructive testing campaign from 1994 to 1996, and provided data for the -200ER and -300 programs. At the successful conclusion of flight testing, the 777 was awarded simultaneous airworthiness certification by the US Federal Aviation Administration (FAA) and European Joint Aviation Authorities (JAA) on April 19, 1995. Boeing delivered the first 777 to United Airlines on May 15, 1995. The FAA awarded 180-minute ETOPS clearance (" ETOPS-180 ") for
16256-409: Was valued at $ 95 billion at list prices in 2008. In 2010, Boeing announced plans to increase production from 5 aircraft per month to 7 aircraft per month by mid-2011, and 8.3 per month by early 2013. In November 2011, assembly of the 1,000th 777, a -300ER, began when it took 49 days to fully assemble one of these variants. The aircraft in question was built for Emirates airline, and rolled out of
16384-475: Was working on the MD-11 , a stretched successor of the DC-10, while Airbus was developing its A330 and A340 series. In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X, to target the replacement market for first-generation wide-bodies such as the DC-10, and to complement existing 767 and 747 models in the company lineup. The initial proposal featured a longer fuselage and larger wings than
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